Railway-traffic-controlling system



May 13 1924.

L. V.- LEWIS RAILWAY'TRAFFIC CONTROLLING SYSTEM 3 Sheets-Sheet 1 3 NM w? SW S @W FNHWEH b E: w. MS, w for Original Filed March 4 @Tioanevn L. v. LEWIS RAILWAY TRAFFIC CONTROLLING SYSTEM riginai Filed March 4. 1918 s sums-sheet 2 05 Q in b my; W T INVENTOR F- MMJQTTOQNEY May 13 1924. 1,493,493

L. V. LEWIS RAILWAY TRAFFIC CONTROL-DING SYSTEM Original Filed March 4. 1918 3 Sheets-Sheet. 5

Lmul v UTE IIINVEINTOR;

.QJZWVUc VM MA, ATTORNEY morn v. nnwrs, or nn'cnwoon corrosion, r'nnnsrnvame, essrcnon so one union swrrorr is SIGHAL' COMEANY, on swrssvenn, rnsnsrnveme a. consonew 'r ois @E snnns'rmrnme I 6. e see MILWAY-TEAFFIC-GQEEERGLLINQ- $YSTEM.

Original application filed Enroll d, 1913, Serial No. 226,1!2. Divided and this application filed December (5, 1921. Eerial H0. 520,232. To all whom it may concern: the exit end of the block, and a track relay Be it known that l, Lnoi'o V. LEWXS, a connected across the rails adjacent the en- 55 citizen of the United States, residin et trance end or the block. The source of cur- Edgewood borough, in the county of llerent for each track circuit is a secondary 3 6 gheny and State of Pennsylvania, have in of a transformer which is designated '1 with vented certain new and useful lm'orovements an exponent corresponding to the location, in llailway-Trafllc-Controlling ystems, of end the relay for each track circuit is des- 50 which the following is a specification. ignated by the reference character H, with My invention relates to railway traffic an exponent corresponding to the location.

19 controlling systems, and particularly to sys- For-example, the track circuit for block terns of the type wherein traffic governing l-C comprises the secondary 3 of trans means located on a train or vehicle is con iormer T and relay H Each secondary trolled by energy received fromthe treckway. 3 is connected with the track rails by con- The present agiplication is a division of doctors t and 5, which conductors include 155 my copending application filed on the lth respectively the two windings t5 and 6 or a day of March, 1918, Serial No. 220,172, for reactor-W, the function of which will be ex railway treilic controlling systems. plained hereinafter. The track relay H for m l will describe certain iorins of trafiic each block is connected directly across the controlling systems embodying my inventrack rails of the block, as shown.

29 tion, and will then point out the novel fea- The primary windings oi the several tures thereof in claims. transformers T are connected with trans- In the accompanying drawings, Fig. 1- is mission mains P which extend along the M a diagrammatic view showing one form of railway and to which alternating signaling trailic controlling system embodying my incurrent is supplied by suitable means, such vention. Figs. 2 and 3 are views showing as by a generator N.

modifications of the system shown in Fig. 1 Means are provided for each block for and also embodying my invention. supplying alternating signaling current to Similar reference characters refer to simthe-corresponding forward section of the iler parts in each of the views. auxiliary conductor X, this supply being so Referring first to Fig. 1, the reierenec controlled by the track relay for the block characters E, R designate the track rails next in advance so that such supply is disof a railway, which rails are divided loy'incontinued when the block in advance is 00- sulated joints 2 to form blocks A.B, 3-4), copied. As here shown, this current is supetc. Tratlic along the railway is normally plied "by a secondary 7 of the transformer 35 in the direction indicated by the arrow. T at the exit end of the block, and is con- Extending along the traclrwey is an auxtrolled by a contact 9 of the track relay for iliary conductor X which is preferably, the block next in advance. The return cirthough not necessarily, located midway be; cult-for the current in conductor X is comtween the track rails as shown in the drawpleted through the track rails in such man- 40 ing. This auxiliary conductor is divided, nor that said current does not interfere with by insulation 2'"- or otherwise, at'points suhthe supply of track circuit current to the stantially opposite the insulations in the trick rails from transformer secondary 3. Q5

track rails, and is further divided in a simi- For example, the circuit for' the advance lar manner at a point E within each block section E-B of the auxiliary'conductor for to-form a rear and a forward section for the block A--B is from the secondary 7 of block. Thus within the limits of block transformer T through wire 8, contact 9 AB this auxiliaryconductor is divided of track relay H wire 10, resistance 11, 106

into a rear section A-E and a forward wire 10, conductor X, to wire 12; the cirsection E"B. cuit then divided into two similar branches,

50 Each-block is provided with a track cirone branch being through winding 13 of a cuit comprising as usual the track rails of reactor M, wire 14, railR, wire 4 at locathe block, a source of alternatin signaling time B, winding 6 of a reactor W, left-hand current connected across the rar s adjacent halt of transformer secondary 3,'and wire 15 to secondary 7. ,The other branch is from wire 12, through winding 13 of reactor M. wire 14-, rail R, wire 5, winding 6", of reactor 3', right-hand half of secondary 3, and wire 15 to secondary 7, The reactor M comprises the two windings l3 and 13 on an iron core 16, tl'iese'windings be ing so arranged that when equal currents flow therethrougrh in the manner just traced, that is, from conductor X to the track rails or vice-verse, the magnetic fluxes produced by the currents in the two windings oppose eachother and so are neutralized, whereby this device offers a low impedance to such current flow. The device oii'ers high impedance, however, to the flow oftrack circuit current from rail to rail. because such flow is through the two windings 13 and 13* in series. The reactor \V comprises the two windings 6 and 6 on an iron core 17, these windings being so arranged that when currents flow therethrough from rails R and R to secondary 7 as described, the fluxes produced by the two windings neutralize each other and so the device ofiers a low impedance to such current flow. The track circuit current, however, flows from secondary 3 through winding (3 to rail R and back through winding 6 (or vice-versa), hence as to this current-the windings 6 and 6 are in series and so the device W ofi'ers considerable impedance to such current flow. One function of this device is to prevent an abnormal flow of current from secondary 3 when the track rails are bridged by the wheels and axles of a car or train. Another function will appear hereinafter.

The branch circuits fromconductor X to secondary 7 just traced pass in opposite directions through the two halves of secondary 3, consequently secondary 3 will produce no electromotive' force in the circuit of secondary 7. Likewise, since the circuit of secondary 7 is connected to the circuit of secondar 3 at two points both having an instantaneous potential midway between the potentials'at the terminals of secondary 3, and hence having the same potential. it follows that secondary 7 will produce no electromotive force in the circuit of secondary 3.

lnasmucha'is the supply of current to section El} or the auxiliary conductor X is controlled by. front. contact 9 of the track relay for black B-C, it is apparent that this conductor section will be supplied with current only when block B-C unoccupied.

Means are also provided for each block for supplying signaling current to the rear section of auxiliary conductor X for the block, this current supply likewise being COlllFOllBd by the track relay for the block next in advance. The control in this in stance is such, however, that current is conmesses stantly supplied to the rear conductor section, but that this current is of one relative polarity or the reverse according as the block next in advance is clear or occupied. For example, when block 13-6 is clear, so that relay H is closed, the circuit for the rear conductor section A-E of block A-B is from the left-hand section of winding 18 of transformer T through Wire 19, front point of contact 20 of relay 11, wire 21, resistance 22, wire 21 section A-E of conductor X, wire 12, thence in opposite directions through the two similar windings 13 and 13 of reactor M at location A, the

two rails R and R in multiple, thence in opposite directions through the two windings of reactor WV at location B and of secondary 3 of transformer T, wire 15 to the middle point of secondary 18. The action of reactors M and W and of secondary 3 on current flowing in this circuit is the same asthe action of these devices on the 7 current flowing through the forward section abnormal condition, the current for'conductor section A-E flows from the right-hand half of secondary 18 of transformer T through wire 22'. back point of relay con tact 20, thence as before to the middle point of secondary 18. This current I will *term current. f reverse polarity.

It will be clear, therefore, that the current in conductor section AE will be of normal or reverse polarity according as track relay H is energized or (lo-energized, that is, according as block BC is clear or is occupied. Furthermore, the currents in the sections of conductor X. due to secondaries 7 and 18 are displaced in phase from the currents in the -track circuits due to secondaries 3, because the circuits for the conductor sec tions include resistances 11 and 22, Whereas the track circuits include the reactor W.

[is shown in the drawing, block A--B is occupied by a car or other railway vehicle, nepresenied by an. and pair of wheels V. Mounted on this vehicle in advance of -the forward axle are three U-shaped lamithrough core 23 and so there will be an alternating magnetic flux in this core. Curof the track current which flows in to resonance at the frequency of.

0 a, but that the potentials and in conductor X simi- 24 and 25,

rents in rail R larly create magnetic fiux in, cores respectively.

Cores 23 and 24 are provided with coils 26 and 26 respectively, and core :25 is provided with a coil 27. Alternating flux in any one of. the cores will, of'course, create an alternating difference of potential across the terminals of the coil on such core. Goils 9 26 and 26 are included in series in a circuit which comprises coil 26, "Wire 28, coil 26, wire 29,;30116311881 30, and wires 31, 32 and 33, which circuit 1 will, for convenience, designate circuit a. Code 26 and 26 are conhosted in this-circuit in such manner that by currents flowing in r the potentials created the track rails, such the same direction in as thecurrent due to secondary 7, neutralize comprise a component of the track current which flows in the same direction in the two rails. v

(301112? is included in a circuit b, which circuit comprises the coil 27, wire Mycondenser 3'5, and wires 32 21116.36.

Coils 26 and 26 are so wound as to have highinductance, and condenser 30 has comparativcly small capacity, and the circuit including these elements circuit a) is tuned the signaling current, hence condenser 30 will he charged to a comparatively high potential bythe comparatively feeble current induced in circuit a by current in the track rails. Circuit a -is also tuned to resonance at the signaling current frequency, with similar results. 1 follows that when the vehicle V ocin which signal ng currents cupies a block are supplied to the track circuit and to the I auxiliary conductor X, currents Will flow in circuits a and b on the vehicle, and these currents will be of the same frequency as, and will have the same phase displacement, as the currents in the track circuit and auniliary' conductor respectively. These cur .rents, and the consequent potentials inipressed on condensers 30 and 35, are, however, too feeble to-reliahly actuate trailic governing apparatus of a rugged character,

60 hence I preferably provide suitable amplifying (ii-relaying apparatus, which, in the form here shown, comprises electron relays or amplifiers K, K K and K Each of these relays comprises a vacuum bull) 41 containing a filament 38, a plate {10, and a grid ,ccaece A 39 interposed between the two. The filaments 38 of these relays are constantly heat ed by a battery' l3 through circuits which will be obvious from the drawing.

Sondenser 30 of circuit'c is connected across the filament 3S and grid 39 of relay. K, a blocking condenser 3'? hcing'included. in the circuit. The plate circuit of relay K is from a battery l i, through wires 45 and- 46, across the gap between filament 38 and plate so oi relay K, primary of transformer 49, wire 48 to battery A condenser 4:? is connected across the terminals of the primary f transformer ii), the circuit including this condenser and the transformer primary being tuned to resonance at the frequency of the signaling current. The secondary of transformer 4% is connected across the filament 38 and grid 39 of the electron relay K The plate circuit of this latter rclay is from battery 44 through Wires 4:5, 31, 50 and 51, the gap oetween filament 38 and plate d0 of relay K wire 52, Winding of a relay h, and Wire 54 to battery 44, Connected across Winding 55 is a condenser 53,

the circuit comprising condenser 53 andwinding 55 being tuned to resonance at the frequency of the signaling current, It will be seen, therefore, that relay winding 55 will be supplied with current of the same frequency as that which is supplied to the track circuit, but that this current will he of considerably greater magnitude and so is of suificient value to reliably acuate an electromagnetic or induction motor relay of rugged design.

The current induced in the vehicle-carried circuit I) is similarly amplified by the two electron relays K and. K", the plate circuit of the latter relay being from battery 44:, through Wires 45, 31, 5G and 56, the gap between the filament and the plate of relay K Wire 57, Winding 59 of relay l thence through the Wire 5% to battery 44. Connected across winding 59 is a condenser 58. Winding 59 is, therefore, supplied with current of the same frequency and relative phase as the current supplied to the section of the auxiliary conductor X over which the vehicle happens to be, but the current in Winding 59 is, of course, of considerably greater magnitude than that'which flows in circuit 6.

The relay i? is of the induction nictor type, comprising a rotor member 60 which responds to currents displaced in phase in the windings 55 and 59, and which, in turn, actuates a contact member 61. Inasmuch as the currents in the trac c circuits and in the auxiliary conductor X are displaced in phase, it follows that the currents in relay windings 55 and 59 will similarly be displaced in phase, erted on the rotor membertSO in onedirec tion or the other, depending on the relative so that torque will be exinstantaneous polarities of the currents induced in circuits a and b. In other words, contact member 61 will be swun in one direction or the other from its mid le position to which it is biased, according as the current in circuit 12 has one instantaneous polarity or the other with relation to the current a, that is, according as the current in conductor section AE is of normal or reverse polarity.

The relay F may be employed to control any kind of traffic governing apparatus that may be desired. As here shown, this relay controls a signal S comprising three incandescent lamps G, Y and R, which lamps when illuminated indicate proceed, caution and stop, respectively. These lamps are supplied with current rom a battery 98. When either or both windings of relay F are de-energized, so that contact member 61 occupies its intermediate position, contact 61-62 closes the circuit for the lamp R, which circuit will be obvious from the drawing. When both windings of relay F are energized and the current in winding 59 is p of normal polarity, contact member 61 is swung to the left into engagement with contact 64:, so that the proceed lamp G is illuminated. When both relay windings are energized and the current in winding 59 is of reverse polarity, contact 61-64 is closed, so that the caution lamp Y becomes illuminated. It will be seen, therefore, that signal S on the vehicle indicates stop,

caution or proceed, according as relay F is de-energized, energized in reverse direction, or energized in normal direction.

The operation of the system shown in Fig. 1 is as follows:

The block next in advance of location C is occupied by a vehicle which is represented by a pair of wheels and an axle -V, so that relay H is de-energized. Current of re verse polarity is, consequently, supplied to the rear section B--E of the auxiliary conductor for block B-C, whereas the forward conductor section E--G fonthis same block is (ls-energized: Track relay H is energized, so that forward conductor section E-B of block JAB is energized and current of normal polarity supplied to the rear conductor section A-E of this block. Vehicle V being over the rear conductor section-of block AB, circuit a is. supplied with current from the track circuit and circuit 5 receives current of normal polarity due to the current in the conductor X. Relay F is, consequently, energized in normal direction, so that signal S indicates proceed. As the vehicle V passes into the forward section of block 'A-l, no change occurs, because, of course, the current sup-- plied to the forward conductor section is of normal polarity. \Vhcn the vehicle V passes into block B-C, the circuit It continues to memes be energized due to track circuit current, but

current of reverse polarity is nowsupplied to circuit 1). Relay F, therefore, becomes energized in reverse direction, so that lam Y becomes illuminated and signal S indi cates caution. After the vehicle passes point E in block BC-, the circuit 6 becomes de-energized, so that relay F likewise becomes de-energized, whereby lamp R be comes illuminated so that signal S then indicates stop.

Assuming that vehicle V rem" ins in the position shown and that the block in ad- Vance of the one occupied by this vehicle is unoccupied, it follows that the rear conductor section of the block occupied by vehicle V is supplied with current of normal polarity. Those portions of the track rails of block occupied by vehicle V, winding 59 of relay F will become energized, but winding 55 will become de-energized, so that relay F will continue to be de-energized and so signal S will continue to indicate stop.

In the system shown in Fig. 1, .he relative polarity of the current in the track circuits is always the same, that is, the track circuits are of the type which is generally known as non-polarized. This system, then; is readily adapted for application to a railway which is already equipped with a signaling system embodying alternating current track circuits of the nonpolarized type. When it is desired to apply a system embodying my invention to a railway which is already provided with a signaling system comprising polarized alternating current track circuits, the system shown in Fig. 2 may be pref rable. This system does not interfere with the existing roadside signals, or with the control of these signals by the existing threeposition alternating current track relays. The substantial difi'erence between the systems shown in Figs. 1 and 2, so far as the present invention is concerned, is thatin Fig. 1 the relative polarity of the track circuit current is constant and that of the current in the rear sections of the auxiliary conductor X is reversible, whereas in the system shown in Fig. 2 the polarity of the track circuit current is reversible and that of the currents in the auxiliary conductor X is constant. Referring now to Fig.2, the arrangement of blocks and of auxiliaryconductor sections is the same as that shown in Fig. 1. In Fig. 2, however, each track relay, which is here designated by the; reference character J with an exponent corresponding to the location, is of the three-position type,

incense former of which is connected directly with" the track rails and the latter of which is constantly supplied with alternating current from the left-hand section of secondary 67 of the adjacent transformer'T. Each of these relays, therefore, responds to reversals of the relative polarity of the current in the corresponding track circuit with respect to that of the transmission line P; in other words, the contact fingers 68, 69 and 70 of each relay are swung to the left when the polarity of the track circuit is normal, and to the right when the polarity of the track circuit is reverse, and these contact fingers occupy vertical or intermediate ositions when the track winding of the re ay'is tie-energized.

Located at the entrance of each block is a roadside signal which is designated by the reference character S with an exponent corresponding to the location of the signal. As here shown, these signals are of the types known as light signals, each comprising three electric lam s, G, Y and R, indicating proceed, caution and stop, respectively, when illuminated. Each signal S is controlled by contact finger 68 of the adjacent track relay in such manner that lamp G is illuminated when the relay is energized in the normal direc tion, lamp Y is illuminated when the relay is energized' in reverse direction, and lamp R is illuminated when the relay is die-energized. These lamps are supplied with current from the left-hand section of secondary 67 of the adjacent transformer, and the circuits will be obvious "from the drawing without further explanation.

The supply of current to the track cir cuit of each block is controlled by contact 69 of the track relay for the block next in advance, in such manner thatthe polarity of the track circuit current is normal when the relay is energized in either direction, and reverse when the relay is tie-energized. immediate source of supply for each track circuit is a transformer designated by the reference character 71 with an exponent corresponding to the location, the secondary or which transformer is connected across the track rails through a reactor W. The circuit for the primary of-the transformer 71 when relay J is tie-energized, is from the middle terminal of secondary 67 of transformer T", through wire 72, primary of transformer 71, wire 7 3, contact finger 69'of relay J", and wire 7 4 to the right-hand terminal of transformer secondarytl'l, The current which is thus supplied to the track circuit of block B-(] is of reverse polarity. W'hen relay J C is energized in either normal or reverse direction, the circuit for the rimary of transformer 71 is from the mi dle terminal of secondary 67 of transformer T through wire 72, primary of transformer 71, wire 73, contact finger 69, contact 81 'or 82, wire 83 and wire 76 to the leift-hand terminal of transformer secondary 67. The

current which is then supplied to the track circuit of block E-C is or normal polarity,

The current for the advance section of conductor X in each block is supplied from the right-hand section of secondary 6? oi? the transformer T at the exit end of such block through a transformer which is designated by the reference character 78 with an exponent corresponding to the location, and this supply is controlled by contact '?0 of the track relay for the block next in ad vance. The primary circuit for transformer 78", for example, is from the middle point of secondary 67 of primary T through wire 72, primary oftransformer 78", wire 77, contact finger 70, and wire 76 to the left-hand terminal of secondary 67, It will be seen that this circuit will he closed when track relay J is energized in either direction, but opened when this track relay, is (ls-energized. The secondary circuit for transformer 78 is from the secondary of this transformer through wire 79, resist ance 89, conductor section EC, reactor M at the rear end of such conductor section, rails and R in Jnultiple, wires ti l end 85 in multiple, the windings of reactor W" in multiple, the two halvm of the secondary or transformer 71 in multiple, and wire $0 to the secondary of transformer 78.

The rear section of conductor X for each block is supplied with current from a secondary 75 of the transformer Tat the entrance end of such block. For example, the circuit for section BE of this conductor in block BC is from secondary 75 of transformer T through wire 86, resistance 87, conductor section BE in hlock BC, reactor M at the forward end of such conductor section, rails Rand R in multiple, reactor M at the rear end of said conductor section, and wire 88 to secondary 75. It will be seen, therefore, that current is constantly supplied to this section of the auxiliary conductor X.

)wing to the fact that the track circuit current must pass through reactors in such direction that these devices are reactive to such current, and to the fact that the currents for the sections of conductor" v must pass through resistance 8? or 89, it :tol-

lows that the track circuit current and the currents in the auxiliary conductors are displaced in phase.

The apparatus on the vehicle V in F 1g. 2,

is similar to that shown in Fig. -1, except is connected with the filament and grid oil relay K Relay winding 55 is connected in the plate circuit of electron relay K", and relay winding 59 is connected in the plate circuit of electron relay K I have shown only twoelectron relays in Fig. 2 to indicate that this'arrangeinent may be used instead of that shown in Fig. 1, if considered desirable. It is understood, however, that the single pair of electron relays may be used in combination with the trachway circuits shown in Fig. 1, and that likewise two pairs of such relays may he used in combination with the traclrway circuits shown in Fi 2.

The operation of the system shown in ig. 2 will now be readily understood and may be briefly explained as follows:

Inasmuch as the block directly in advance of location (7 is occupied by vehicle V, track relay J is deenergized, so that signal S indicates stop and the polarity of the track circuit current in block B-C is reverse. Conductor section E-C of this block is de-energized, but conductor section lit-E of the same block is, of course, energized. Track relay-J is, consequently, energized in reverse direction, so that signal S indicates caution. The polarity of the track circuit current in block A E is normal, and both conductor sections for this block are energized. The vehicle V being in block A-B, relay F is encr ized in normal direction, so that signal indicates proceed. As this vehicle enters block B C, the polarity of the current in its circuit a will be re versed, so that signal S will change to caution. As the vehicle enters section E----(] of this block, current will cease to flow in circuit t, so that relay F will become deenergized, and. consequently, signal S will indicate stop.

Referring now to Fig. 3, the arrangement of blocks and auxiliary conductor sections is the same as that shown in Fig. 1. The track circuits are likewise the same as those shown in Fig. 1, except that the reactors W are omitted and a single reactance 90 is included between each transformer secondary 3 and one of the track rails. The control of the sup ly of current to the sections of conductor i is different from'that shown in Fig. 1, however, and is as follows:

The rear conductor section for; each block is connected in series with the forward sectionof the block in the rear, and current of normal or reverse polarity .is at times supplied to these two sections simultaneously. Considering, for example, section B-E of block B --C and section E--B of hloclr A--B, and assuming that track relays H and H are energized, the circuit is as follows: from the left-hand terminal of secondary 18 of transformer T, throughwire 19, front point of contact 20 oil relay H wire 21, resistance 22, wire 21 conductor incense section B-E of block B -C, wire 91, contact 9 of relay H wire 92, conductor section E-B of block A-B, reactorlv'l at the rear end of this conductor section,.rails R and R in multiple, reactor M at the forward end of the latter conductor section, wire 93, reactor M at the rear end of section B E, rails R and it of block 3-4) in multiple, reactor M at the forward end of section ill-43 and wire 93 to the middle terminal of secondary 18. The current which flows in this circuit is of normal polarity. When track relay H is (lo-energized, the circuit is from the right-hand terminal of secondary 18 of transformer T through wire 22, back point of contact 20 of relay H and then through the remainder of the circuit as before. The current which then flows in the auxiliary conductor sections is of reverse polarity.

The operation of the system shown in Fig. 3 is as follows:

The block immediately in advance of location C being occupied by a vehicle V, track relay H is (lo-energized so that conductor section EC is ole-energized by virtue of the fact that contact 9 of-relay H is open. The hack point of contact 20 of this same relay being closed, current of reverse polarity is supplied to the rear conductor block AB, the current in the circuit b therein becomes reversed, so that the signal on the vehicle changes to caution"indication. This signal continues-to indicate caution after the Vehicle passes oint B, and untilit reaches point E in lock BC. Afterdpassing this latter point, the vehicle. carrie circuit 7) becomes dc-energized, so that the signal on the vehicle changes to stop indication. i I

It will be seen that the system shown in Fig. 3 provides for an overlap so far as the vehicle governing apparatus is concerned, that is, that a caution indication is received on the vehicle at some distance in the rear of the block in the rear of an occupied block, and that a stop indication is received on the vehicle at a point some distance in the. rear of an occupied block.

Que important feature of the systems shown herein is that they provide for transrnitting two distinctive signals to a vehicle claims without (ieparting irom the messes is easily applied to e milwsy which is ali'esciy equippeu with a signaling system canlvoclying alwrnetine; current track circuits, the only substentini changes which are necesssry being; the installation of the auxiliary conductor X," the reactors M envl W and suitelole equipment on the ours or trains. An alternating current transmission line is elreezly in existence in sucii instances, enii this line can be userl to supply all the treclli? way current vequi'vecl for the entire vehicle? of semi currents, at railway vehicle, e recontrol and signeling;

- Although i have '1 herein scribed only certain-forms of railvvey tin-i fie controlling systems embodying my invention,

system.

it is understood that vemons changes and modifications may be made thereinwitliin the scope of the sppencled spirit and scope of my invention.

Having thus described my what ll claim is:

.1 In combination, a railway track divided into blocks, an auxiliary conductor for each block, means for each block for supply ing alternating signaling current to the truck rails thereof, means or each block controlletl by ti'efic conditions in advance for snnplying uitemifting si naling current to the auxiliary conziuctor LOI the block, a circuit on a vehicle zeceiving energy tile il'fttfilt mils, another circuit on the vehicle receiving energyfrom sciql'suxiliery coninvention,

ductors, and. vehicle-cerrieu trefic govern ing Insane controlled by energy in seifl (311- cuits."

2. En combination, e railway track dividell into blocks, en auxiliary concluctoi for each block, means for each-block for sup-v plying sit erecting signaling current to the track rails thereof, means for each block contrcllecl lay treli'ie conditions in eclvsnce for supplying alternating signaling eminent to the auxiliary conductor for the block, vehicle-carries meens for receiving energy from the track mils and from saiti eunilisry conductor&, and trellis governing means controlled by said vehicle-carried means.

3. In combination; e reilwey track livicled into blocks an auxiliary conductor 01" each block, means for each block foe supplying eitevneting signaling aux-rent to the track rails thereof, means tor each block controlled by trafiic conciitions in advance for supplying alternating signaling current to the sunilievy conclnctoi trellis governing means located on a vehicle and controllecl by currents in the track rails and in said eun'lisry conductors.

i. In combination, a railway track divided into blocks, an auxiliary conductor for each block, means "for es-ell block for e111?- plyiug alternating signaling current to t c trsck mils thereof and to the euxili'ery conductor for the block, means for eecll block conditions for varying shown 3116. de

end e movable member o from Salli: currents for each block for the block, onxl' 'seicl currents, snli vehiclecsrriefi trefic governing means controlled by moments in the. truck mils M13 in said auxiliary con-cluctors. In combination, e reilvvey track, an uuniiiei conainctor parallel. therewith, means or supplying alternating signaling currents to the track reilsenli to the auxiliory conclucton'meens controlled by treliic the phase reletion lay on said vehicle having two windings meted in one direction or another scene ing to the phase relation of the currents in said windings, and means on the vehicle for supplying to said relay windings periodically varying currents having the same relative phase relotion as the phase relationof currents supplied to the tics/cl; mils end auxiliary conluctor. I

, 6. in comloination s. railway track clivilied into blocks, en euxiliexyl coniiuctor fon'each block, for each block for supplying alternating signaling current to the track mils thereef cncl-to the auxiliary COIlLlllCllOl' for the block, means for each block controlled by trellic conditions in mi I vence for varying the phase relation of said currents, and vehicl cervical means controlled by currents in the treck mils and in said; auxiliary conductors for giving :1 proceed; one ceution signel as said currents have one phase rel'etion or an: 100 other en'cli estop signal when either currentis :ebsent.

71in combination, a. railway track Hivilecl' into blocks, auxiliary conductors for the blocks, means for each plying alternating" signaling current-to t e track Tails theieof end to the mixiiiery eonductoz' for the block, the supply of one of 7, being controlled by trefiic conitions in seiv-snce, two vehicie-carrieu circuits receiving energy from the track mils and auxiliary concluctors respectively, trefiic governing means on the vehicle, an electron relay interposed between said governing means emi one of 115 said circuits, ami enotlieielectron relay interposed between said governing means and the other of sai i circuits.

8. In combination, s, railway track. (iio viiied into blocks, an auxiliary centimeter for each block, meens for each block for supplying; alternating signaling cement to the track rails thereof, 2;. lax-eel: relay for each block responsive to the signaling current liewing in the rails thereof. means for each block controlled by the track relay of the block next in sdveneeioi" supplying alternating signaling; current to the out:-

fOl.tll block, encitmiiic no iliary ccnnctor governing means locetecl on e vehicle end block for en 105 controlled by'currents in the track rails and in said auxiliary conductors.

- the track rails thereof and torthe auxiliary conductor for the block, a'track relay for each block, the relative polarity of one of said currents for each block being varied by the track. relay for the block next in advance, and trailic governing means 'located one vehicle and con rolled by currents in the track rails and in said auxiliary conductor and responsive to variations in the relative polarity of one of said currents.

'10. In combination, a. railway track divided into blocks, an auxiliary conductor for each block divided into a forward and a rearsection, means for each block for supplying alternating signaling current to the track rails thereof, means for each block for "supplying alternating signaling current of one relative polarity or another to the rear section of the corresponding auxiliary conductor according as the block-fin advance is clear or occupied, and for supplying alternating signaling current to the forward section of the corresponding auxiliary conductor or not according as the block in advance is ,clear or occupied, and trailic governing means carried on a vehicle and controlled by currents in said track rails and auxiliary conductors and responsive to variations in the phase relation of said currents.

11..In combination, a. railway track divided into blocks, an auxilia conductor for each block divided into a i hrward and a. rear section, means for each block for supplying alternating signaling current to the track rails thereof and to the rearsection of the corresponding auxiliary nductor, means for each block controlle by traffic conditions in advance for varying the phase relation of sold currents, means.

for each block for supplying alternating current to the forward section of the corresponding auxiliary conductor or not according as the block in advance is clear,

or occupied, and train-carried means con-, trolled by currents inthe track rails and in said auxiliary conductors and responsiveto variations in the phase relation of said currents.

12. Railway trafiic controlling apparatus comprising track rails, an auxiliary conductor parallel therewith, means for supplying alternating currents of the same :t'requency to said rails and conductor, and vehicle'carricd trafiic governing means controlled by said currents...

'13. In combination, a railway track divided into blocks, an auxiliary conductor messes divided into a rear and a forward section for each block, means for supplying alternating signaling current to the track rails of each block, means for each two adjacent blocks controlled by traflic conditions in advance for supplying alternating current of one relative polarity or the other to the rear conductor section of the forward block and the forward conductor section of the rear block, means for each block operating when the block is occupied to disconnect the rear conductor section of such block and the forward conductor section of the block in the rear from their source of current supply, and vehicle-carried traffio governing means controlled by currents in the track rails and conductor sections and by the phase relations of such currents.

14. In combination, a railway track, an auxiliary conductor parallel therewith, means. for supplying alternating signaling currents of the same frequency but.diii'ering in phase to the track rails and to said conductor, a vehicle-carried relay having two windings and responsive to currents displaced in phase therein, vehicle-carried means controlled by said trackway currents for supplying currents to said relay Windings of the same frequency and phase relation as the frequency and phase relation of the currents in the track rails and auxiliary conductor respectively, and vehicle-carried trafiic governing mean's controlled by said relay.

15. In combination, a railway track, an auxiliary conductor parallel therewith, a source of alternating signaling current connected across the track rails, a second source of alternating signaling current one terminal of which is connectedwithone end of said conductor, a reactive winding the middle point of which is connected with the other end of said conductor and the terminals of which are connected with the two track rails respectively, a second reactive winding having its terminals connected with said two rails respectively and its middle point connected with theremaining terminal of said second source, and vehicle-carried traffic governing means controlled by currents in said track rails and auxiliary conductor.

16. in combination, a railway track, an

transformer secondary having one terminal connected with one end of said auxiliary conductor, a reactive w nding the middle point of which is connected with the other end of said auxiliary conductor, and the messes terminals of which are connected with the two track rails respectively, a connection between the other terminal. or said secondary and the middle point of the first secondary, and vehicle-carried traffic governing means controlled by currents in said track rails and auxiliary conductor.

17. In combination, a block of railway track, an auxiliary conductor for said block divided into a forward and a rear section, means for supplying alteruatin si cling current to the track rails of said loc traific controlled means for supplying alternating signaling current of one relative polarity or the other to the rear section of said conductor, trafiic controlled means for supplying alternating signaling current to the forward section of said conductor, and vehiclemarried traliic governing means controlled by the currents in said track rails and said conductor and responsive to the relative polarity of said currents.

18. In combination, a block of railway track, an auxiliary conductor for said block divided into a forward and a rear section, traflic controlled means for supplying alternating signalin current of one relative p0- larity or the other to the tract: rails of said block, means for constantly supplying alternating signalin current to t e' rear section of said con uctor, trafiic controlled means for supplying alternating signaling current to the forward section of said conductor, and vehicle-carried trafiic governing means controlled by the currents in said track rails and said conductor and responsive to the relative polarity of said currents.

19. In combination, a railway track divided into a plurality of successive blocks, an auxiliary conductor for each lolock divided tint-e a forward and a rear section, means for supplyin alternating signaling current to the tree rails of each block, traflic controlled means for supplying altereating signaling current of one relative polarity or the other to the rear conductor section of each block and to the forward conductor section of the block immediately in the rear, trafilc controlled means for at times discontinuing the supp] of signaling current to the forward con uctor section of each block, and VQlllOlB-Cfil'lld traflic overnmg means controlled by the currents in said track rails and said conductor, andresponsive to the relative polarity of said currents. i

20. In combination, astrctch of railway track divided into blockaa track relay for each block having a winding connected across the rails or the block and responsive to reversals or" the instantaneous relative pol 'ity c the'current in said rails. means each Acclt' including contacts of the relav crthe block next in advance tea? some: a source of alternating current across the rails of the block of normal ,or reverse instantaneous relative polarity according as the relay is energized in either direction or is de-energized, and means controlled by each track relay for supplying a second alternating current to the track rails in multiple of the block next in the rear. 21. in combination, a stretch of railway track divided into blocks, a track relay for each block having a winding connected across the rails of the block and responsive to r versals of the instantaneous relative polarity of the current in said rails, means foreach block controlled by the relay for the block next in advance for connectin a source of alternating current across t e rails of the block of normal or reverse instantaneous relative polarity, and means controlled by each track relay for supplyin a second alternating current to the tree rails in multiple of the block next in the rear.

22. In combination, a railway track divided into blocks, an auxiliary conductor for each block, means for eac block for supplying alternatin currents to the track rails and to the auxi iaryconductor for the block, means for each block controlled by traliic conditions in advance for reversing the relative polarity of the current in the track rails and vehicle carried trafic governing means controlled by said currents, and the phase relation of said currents.

23. In combination, a stretch track divided into blocks, a track circuit for each clock including a source or current and a track relay, means for each block for constantly supplying an alternatin vehicle governing current to the rails of t .e block in multiple from the entrance end of the block to an intermediate point in the block, and means for each block ,controlled by the .track relay for the block next in advance similar current to the traclz is from said intermediate point to the exit end of the block.

.24. in combination, a block of railwa track, means for constantly supplying an'a ternating vehicle governing current to said block from the entrance end to an interme diate point in the block, and means controlled hy traiiic conditions in advance for at times supplyin similar current to said block from such intermediate point to the exit end of the block:

in combination, a block of railway track divided into an entrance section-and an exit section, means for constantly supplying alternating vehicle governing current to the track rails of said entrance section in multiple, and means controlled by trallic conditions in adiuince for at times supplying similar current to the rails of said exit section in multiple.

In testimony whereof I ailix my signature.

- LLOYD "V. muss.

for supplying rails in multip of railway 

